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(No Model.)

G. & E. ASHWORTH.

MEANS FOR DRIVING GARDING ENGINE CYLINDERS.

No. 397,268. Patented Feb. 5,1889.

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UNITED STATES EEtcE.

PATENT GEORGE ASIHVORTII AND ELIJAII ASIUVORTII, OF MANCHESTER, COUNTY OF LANCASTER, ENGLAND.

MEANS FOR DRIVING CARDlNG-ENGINE CYLINDERS.

SPECIFICATION forming part of Letters Patent No. 397,268, dated February 5, 1889.

Application filed A t 21, 1888. Serial No. 283,396. (No model.) Patented in England May 5, 1887, No. 6,586.

To all whom it may concern:

Be it known that we, GEORGE ASHWORTH and ELIJAH AsHWORTH, engineers, subjects of the Queen of Great Britain and Ireland, and residing at Manchester, county of Lancaster, England, have invented certain Improvements in the Means for Driving carding-Engine Cylinders, (for which we obtained a patr ent in Great Britain, No. 6,586, dated May 5, 1887,) of which the following is a specification.

Our invention relates to the mechanisms for driving the main cylinder, the taker-in or licker-in cylinder, and the doffer-cylinder of a carding-engine.

The objects of our invention are to simplify existing mechanisms, to render the engine more compact, and to reduce the side strains upon the shafts and the side wear of the bearings.

()ur invention can be best described with reference to the accompanying drawings.

Figure 1 of the said drawings is a plan of an ordinary carding-engine, parts not essential to the proper umlerstanding of our invention being omitted. This figure illus trates the ordinary arrangements for driving the cylinders. Fig. 2 is a corresponding plan showing our improved driving appliances. Fig. 3 is a side elevation of the engine shown in Fig. i I

In all. the figures the main cylinder is at u, the taker-in at l), and the dot'fer at c.

In Fig. 1, (Z d are the ordinary fast and loose pulleys, which are respectively fixed and mounted upon the shaft of the main cylinder (1 and receive motion from the lineshafting, as is well understood. Between these pulleys and the framing of the engine is a pulley, e, which is connected by means of a belt, c, with a pulley, c fixed upon. the taker-in shaft, the taker-in thus receiving motion from the main-cylinder shaft. Upon the outer end of the taker-in shaft is a pulley, j, which is connected by means of a crossed belt, f, with a pulley, f which actuates the doffer-cylinder. Upon the other end of the main-cylinder shaft are two pulleys, h and i. The pulley h is only used when the main cylinder is ground; During the ordinary working of the engine this pulley is idle. The pulley i drives the chain of traveling flats.

It will be seen that the main pulleys (Z d are a considerable distance from the side of the engine, thus taking up space. The pull of 5 5 the belt which drives the main cylinder acts upon the projecting main-cylinder shaft at a considerable distance from the shaft-bearing, so that there is a tendency to bend the shaft and there is considerable side wear of the bearings. Besides this, the pull of the belt has a tendency to disturb the steady revolution of the main cylinder, which is a great disadvantage. Another bad feature of these old means of driving is that there are two 6 5 belts pulling upon one end of the taker-in shaft.

In the mechanism shown in Fig. 2 the pulley c is taken away, so that the main pulleys d are brought close to the framing. be seen that the fast pulley d can run close to the bearing, which is of great importance. The taker-in is driven by the pulley 72 and belt 6 act-in g upon a pulley, c which pulleys we fix upon the main-cylinder and taker-in 75 shafts, respectively, at the other side of the engine. In our improvement the doffer-cylinder c is driven from a pulley, f, on the taker-in by a belt, f as before butinstead of the taker-in shaft having two belts pulling upon one end of the shaft there is a belt pulling upon each end, the strain being nearly in the same line, so that the taker-in runs with greatly increased steadiness. When the belt 6' is removed, the pulley 72 is available for grindin purposes.

It will be seen that the new arrangement requires one pulley less than the old arrangement. Another advantage is that the pull of the belt 2' which drives the flats balances the tendants can get round the engine and between two adjacent engines more freely.

Having now described our invention, we would state that we claim The combination of the frame, the main It will 0 This is of considera- 5 cylinder and its shaft having at one side of In testimony whereof We have signed our and close to the frame the ordinary drivingnames to this specification in the presence of pulley and at the other side a pulley, h, with two subscribing" witnesses.

the (loifer-eylindel' having a pulley, and the 5 taker-in having pulleys and f at opposite GEO. ASIIWORIII.

sides of the frmne, :1 belt fortransmittii'ig mo- ELTJAH ASl-HYORTIT.

tion from the pulley 7! to the pulley 0 and a lICll) to transmit motion from the pulley f to the pulley on the doll'er, all substantially as \Vitnesses:

DAVID FULTON,

10 set forth. 1 FREDK. DILLON. 

